Coast Corridor

Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-1

3.1 TRAFFIC AND TRAVEL

This section describes existing traffic and circulation conditions in the project 

corridor and identifies the potential transportation impacts related to the 

alternatives. 

3.1.1 REGULATORY REQUIREMENTS

Federal

Federal Railroad Administration

The Federal Railroad Administration (FRA) was created by the Department of 

Transportation Act of 1966, and is concerned with intermodal transportation. FRA 

issues, implements, and enforces safety regulations, selects investments to develop 

the rail network across the country, and conducts research and technology 

development.

The Rail Passenger Service Act of 1970 relieved private rail carriers of their 

obligation to provide passenger rail service and led to the creation of Amtrak in 

1971.

The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) created new 

railroad investment programs and reauthorized Amtrak for five years. 

The FRA’s Office of Railroad Policy and Development provides financial assistance, 

quantitative analysis, environmental research, project reviews, research and 

development, technical assistance, and supports development of intercity 

passenger rail policy. 

State

Caltrans Division of Rail

The Caltrans Division of Rail (DOR) manages and coordinates statewide intercity 

passenger rail service (Amtrak) that helps to improve the state’s air quality and 

reduce highway congestion and fuel consumption. Caltrans contracts with the 

National Railroad Passenger Corporation (Amtrak) to provide daily operation and 

maintenance of Amtrak California service.
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-2

Local 

Monterey County General Plan

The General Plan for Monterey County includes goals aimed at optimizing the use of 

the County’s transportation facilities, achieving acceptable level of service for 

County roads and intersections, promoting viable transportation alternatives, and 

encouraging a rail system that offers efficient and economical transport of people 

and commodities.

City of Salinas General Plan

The Salinas General Plan contains goals related to providing and maintaining a 

circulation system that meets the current and future needs of the community, 

working with other local and regional agencies to develop regional transit and 

transportation systems, and promoting an efficient public transportation network.

City of Soledad General Plan

The Soledad General Plan outlines goals aimed at providing a safe and efficient 

circulation network to meet the present and future needs of the city, encouraging 

the use of alternate forms of transportation, and specifically calling for coordination 

with appropriate agencies to establish a train station in the city.

City of King (King City) General Plan 

The city’s General Plan contains goals and policies calling to provide an integrated 

transportation system that adequately serves residential, commercial, industrial, 

and recreational uses, as well as public facilities and agricultural properties. Goals 

also pertain to providing a public street and highway system that accommodates 

existing and projected traffic volumes within the city.

San Luis Obispo County General Plan

The San Luis Obispo County General Plan outlines goal and objectives related to 

transportation and circulation including integrating land use and transportation 

planning so that necessary transportation facilities and services can be provided to 

accommodate urban and rural development, coordinating the transportation 

system between different travel modes, and designing a transportation system that 

provides for safe travel within attainable and feasible economic and technical 

means.
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-3

City of El Paso de Robles (Paso Robles) General Plan

The Paso Robles General Plan contains goals and policies to establish a safe, 

balanced, efficient, and multimodal circulation system, focusing on the mobility of 

people, and preserving the city’s small town character and quality of life, as well as 

to promote regional, interstate, and intrastate rail service.

City of San Luis Obispo General Plan

Transportation-related goals outlined in the San Luis Obispo General Plan include 

encouraging transit development, expansion, coordination, and aggressive 

marketing throughout San Luis Obispo County to serve a broader range of local and 

regional transportation needs including commuter service. Additionally, policies 

supporting increased availability of rail service for travel within the county, state, 

and among states are encouraged.

3.1.2 METHODS OF EVALUATION

The analysis herein was based on Appendix G of the California Environmental 

Quality Act (CEQA) Guidelines and FRA’s Environmental Procedures. 

Construction-Period Effects

To assess potential road traffic and transportation environmental impacts, 

construction-related roadway traffic impacts resulting from implementation of the 

various improvements were analyzed qualitatively. 

Effects on Rail Operations

To determine potential environmental impacts related to railway transportation and 

travel, ridership projections and operations modeling (RailOPS) from the Service 

Development Plan (SDP) were used.

1

 The SDP modeled multiple scenarios for three 

planning horizon years: 2012 (Existing Year), 2020, and 2040. The modeling includes 

all rail activity in the Corridor, including freight, intercity passenger rail and 

commuter rail. For the year 2020, the SDP considered whether adding projected 

passenger and freight volumes and any improvements to the Year 2020 Base Case 

network could result in achievement of the on-time performance (OTP) goal of 87 

percent for all passenger train services. 

 

1

Caltrans Division of Rail, 2013b.
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-4

Effects on Local Roadways

Roadway impacts resulting from operation of the various improvements and new

service were qualitatively assessed. The analysis included a review of aerial 

mapping to determine if any new at-grade crossings would be created. Local traffic 

impacts resulting from new station areas were assessed qualitatively based on 

projected ridership and conditions of local roadways providing access to the 

stations.

3.1.3 AFFECTED ENVIRONMENT

Existing Freight Rail

Freight rail operations in California facilitate the State’s participation in both 

domestic and international markets. The freight railroad system in California is an 

expansive network comprised of Class 1 railroads,

2

short line railroads, and 

switching yards and terminals covering over 5,000 miles across the State. Freight 

rail volume within the project area is relatively low as the Coast Corridor is 

considered a “secondary” or “relief” line to the busier Central Valley line to the east.

The Union Pacific Railroad (UPRR) owns the railroad and operates freight trains 

along the Coast Corridor. The 2013 Coast Corridor Service Development Plan (SDP)

reports that 2 daily long-haul3freight trains run daily between Salinas and San Luis 

Obispo. Freight service in the Corridor does not follow a particular schedule, and 

service throughout the network is not uniform. Train length, railcar type, and 

number of locomotives vary depending on the type(s) of cargo in transit and 

distance to be traveled. 

Outside the Salinas-San Luis Obispo portion being studied here, local freight trains 

also operate over shorter (less than 50 mile) segments of the Coast Corridor 

between Salinas and San Jose and between Oxnard and Los Angeles.4,5 

 

2

Class 1 railroads are regulated by the Surface Transportation Board and are subject to the Uniform 

System of Accounts (49CFR1201) and are defined as carriers with annual carrier operating revenues of 

$433.2 million or more (2011).

3

Long-haul refers to freight trains traveling across the entire Corridor or a significant portion of it.

4

County of San Luis Obispo, 2013, p. 4.12-8

5

Refer to Section 3.16, Cumulative Impacts, for a discussion of future freight operations on the 

corridor.
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-5

Existing Passenger Rail

Amtrak operates the Coast Starlight passenger train service, which runs between 

Seattle and Los Angeles, and carried just over 454,000 passengers in 2012.6The 

Coast Starlight runs through the project area on the Coast Corridor. This long-haul 

passenger train is intended to serve the needs of interstate leisure/recreational 

travelers. With limited service and relatively few stops between the San Francisco 

Bay Area and Los Angeles, the Coast Starlight does not provide a widely practical 

service for intrastate commuters (refer to Table 3.1-4 for a station arrival schedule). 

As of 2014, the Coast Starlight provides one daily round trip between Seattle and 

Los Angeles. The Coast Starlight makes stops at three stations along the study 

corridor: Salinas, Paso Robles, and San Luis Obispo. Table 3.1-1 shows year 2012 

ridership (boardings and alightings) for each station, as well as average daily

ridership. It should be noted that San Luis Obispo is the northern terminus of 

Amtrak’s Pacific Surfliner route, which provides twice-daily plus weekend service to 

Los Angeles Union Station and continuing service to San Diego. Ridership reported 

in Table 3.1-1 for San Luis Obispo thus comprises both Coast Starlight and Pacific 

Surfliner passengers. 

Table 3.1-1 Coast Corridor Passenger Station Ridership, 2012

Station Location

Annual 

Riders 

Average Riders

per Day

Salinas 11 Station Place 19,879 54.5

Paso Robles 800 Pine Street 11,728 32.1

San Luis Obispoa1011 Railroad Avenue 108,439a297.1a

Total 140,046 383.7

a Ridership includes Pacific Surfliner and Coast Starlight passengers

Source: Amtrak, 2012a

Track capacity constraints and shared-track conflicts exist between passenger and 

freight trains. According to the SDP, over 90 percent of the Corridor has only singletrack operations resulting in constrained passing capabilities. As a result, long 

freight trains must be given priority over passenger trains when the two meet 

because most existing sidings are not long enough to accommodate the typically 

 

6

Amtrak, 2012b
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-6

longer length of freight trains.7 Additionally, all trains, but particularly passenger 

trains, can “stack” at either end of single-track sections, resulting in delays and thus 

reducing the attractiveness of passenger rail as a travel mode choice.

Adjacent Roadways

The roadway network in the vicinity of the Corridor is comprised of a US highway, 

state routes, country routes, and local arterial streets. The majority of the Corridor

between Salinas and San Luis Obispo runs parallel to US 101 and the Salinas River. A 

general overview of the regional transportation network for this section of the 

Corridor is provided below.

US 101

US Highway 101 (US 101) connects northwestern Washington, Oregon, and 

California, terminating in Los Angeles. In central California, US 101 is primarily 

oriented in a north-south direction, and transitions to a rough east-west orientation 

between Santa Barbara and Los Angeles. It is used most heavily in urban areas 

(between San Francisco and San Jose and between Santa Barbara and Los Angeles) 

where it serves as a primary travel corridor. US 101 also provides secondary 

highway access between San Francisco and Los Angeles (the primary route being 

Interstate 5). Table 3.1-2 shows US 101 traffic count data at relevant locations 

between Salinas and San Luis Obispo. 

US 101 roughly parallels the Coast Corridor from Salinas to the Cuesta Grade north 

of San Luis Obispo. In this area, the railroad tracks are as close as immediately 

adjacent to the US 101 right of way and as distant as 2-3 miles away. From Salinas 

to Soledad, US 101 is to the immediate west of the Coast Corridor. At Soledad, the 

tracks pass underneath US 101. From Soledad south to the Cuesta Grade, US 101 is 

to the east of the Coast Corridor. North of the peak of the Cuesta Grade, US 101 

overpasses the Coast Corridor as the railroad transitions to the west of the freeway.

 

7

 Caltrans Division of Rail, 2013b, p. 4-2
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-7

Table 3.1-2 Traffic and Vehicle Data for US 101 (2012)

Region Location Average Daily 

Traffic Volume

Peak Hour

Vehicle Trips

Peak Month 

Vehicle Trips

Salinas Junction Route

183 73,900 6,700 82,000

East Market 

Street 73,900 6,700 82,000

Soledad North Soledad 38,200 4,250 47,000

King City First Street 16,500 1,600 20,200

Paso Robles 13th Street 33,300 3,300 36,000

Cuesta Grade Junction Route

58 East, Santa 

Margarita

43,800 4,800 47,000

San Luis Obispo

California Blvd 47,400 4,700 52,000

Junction Route 1 

North 60,300 5,900 68,000

Junction Route

227 67,100 6,700 72,000

Source: Caltrans Traffic Operations Division, 2013

Other Roads

Local circulation in the vicinity of the Coast Corridor is provided by several local 

roads that parallel and traverse the railway. In Monterey County these roads are 

primarily two lane rural roads. The railway also crosses several driveways, and 

other private and agricultural unpaved roads along this portion of the alignment. 

Within cities and near station areas much of the travel is provided by paved arterial 

public roadways. In San Luis Obispo County much of the circulation is provided by

paved city streets as agricultural uses decline in this portion of the rail corridor. 

Near Santa Margarita, the railroad crosses under US 101 into the Cuesta Grade. 

Through the grade, the railroad diverges from US 101 and travels through several 

tunnels in the mountains before descending into the City of San Luis Obispo.
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-8

At-Grade Crossings

As noted in Chapter 2.0, Alternatives, the existing railroad crosses a number of 

existing local roads at-grade. As shown in the Table 3.1-3, the existing railway 

crosses public roads in about 36 locations along the Corridor between Salinas and

San Luis Obispo. Through Monterey County there are 16 paved, public road atgrade crossings, and there are 20 in San Luis Obispo County. A spectrum of safety 

provisions are in place at these crossings, ranging from passive warning devices, 

active warning devices, crossbucks (x-shaped signs), pavement markings, and 

flashing lights and gates.

The railway also crosses several driveways, and other private and agricultural 

unpaved roads along the alignment. Safety provisions at these locations are 

typically minimal, consisting mainly of crossbucks and pavement markings, although 

many such private crossings are entirely unsigned. 

Table 3.1-3 Summary of Existing Paved Public Road At-Grade Crossings

Monterey County San Luis Obispo County

John Street, Salinas 14th Street, San Miguel

Harkins Road, Salinas 11th Street, San Miguel

Somavia Road, between Salinas and Chualar Wellsona Road, Paso Robles

Main Street, Chualar 21st Street, Paso Robles

Foletta Road, Gonzales 16th Street, Paso Robles

Katherine Street, Gonzales 13th Street, Paso Robles

Gonzales River Road, Gonzales 12th Street, Paso Robles

Lanini Road, Gonzales 10th Street, Paso Robles

Elm Avenue/G16, Greenfield Marquita Avenue, Templeton

Spreckels Road, King City Phillips Road, Templeton

East San Antonio Drive, King City Chico Road, Atascadero

Lyons Street, King City Curbaril Avenue, Atascadero

East Pearl Street, King City Halcon Road, Atascadero

Lonoak Road, King City Santa Clara Road, Atascadero

Wildhorse Road, south of King City Asuncion Road, Atascadero
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-9

Monterey County San Luis Obispo County

Hare Canyon Road, south of Bradley State Route 58/Estrada Avenue, Santa Margarita

Encina Avenue, Santa Margarita

Wilhelmina Avenue, Santa Margarita

Foothill Boulevard, San Luis Obispo

Marsh Street, San Luis Obispo

Source: Circlepoint, 2013

Station Areas

Salinas 

The Salinas train station is located at 11 Station Place, 1 block north of Market 

Street. The station has a ticket office, enclosed waiting room, payphone, and 

restrooms. Currently, the station is served by Coast Starlight trains; in 2012, 

average annual passenger boardings and alightings in Salinas was 8,760, which 

translates to 54 average daily riders.8 Amtrak Thruway buses provide connections at 

the Salinas train station to the Coast Starlight, Capitol Corridor and Pacific Surfliner 

Routes, as well as to other intermediate destinations.

Automobile access to the station is primarily through two major arterial roadways -

West Market Street/State Route 183 (SR 183) and North Main Street/SR 183. West 

Market Street/SR 183 is a two-way four lane road that travels east/west through 

central Salinas. North Main Street is oriented in the north to south direction and 

starts in North Salinas. North Main Street intersects with US 101 at the north of the 

city and in the center as a four-lane road, then splits off into a couplet of two oneway two-lane roads under the railway until it intersects with West Market Street. 

From there, it splits into two one-way, three-lane arterials, northbound Monterey 

Street and southbound Salinas Street. Several two-lane residential collector streets 

terminate at West Market and North Main Streets. The Salinas General Plan (2002) 

reports that North Main Street operates at an unacceptable level of service (LOS)9E 

 

8

Amtrak, 2012a

9

LOS is a qualitative measure of traffic levels. LOS A-C indicates free-flowing traffic with little delay, 

LOD D-E indicates congestion, and LOS F indicates gridlock and severe delay.
Coast Corridor

3.1 Traffic and Travel Draft Program EIS/EIR

3.1-10

between Market Street and Bernal Drive, adjacent to the train station. The stopcontrolled station approach at Station Place and West Market Street operates at 

LOS F during peak commute hours.10 Salinas strives to maintain LOS D or better for 

all intersections and roadways.

Bus service is provided at the Salinas Transit Center, about a quarter mile south of 

the train station (110 Salinas Street). Access is primarily provided by Salinas Street,

Lincoln Avenue, Central Avenue, and West Gabilan Street, all major arterial 

roadways. Salinas Street is a three-lane one-way street traveling in the north-south 

direction. Lincoln Avenue, Central Avenue, and West Gabilan Street are all two-lane 

local roadways. Monterey-Salinas Transit (MST) buses serve the transit center,

operating a number of routes throughout Monterey County. Greyhound, located 

just one block south of the Salinas Transit Center at 19 West Gabilan Street, offers 

service to major cities including San Francisco, Santa Barbara, and Los Angeles. 

New train stations are planned in Pajaro/Watsonville and Castroville to expand the 

Capitol Corridor passenger rail service 68 miles from San Jose to Salinas. The service 

is initially expected to offer 2 daily round trips during commute periods, increasing 

to up to six round trips per day as demand warrants. Projected annual ridership is 

approximately 150,000 passengers. Capital improvements would include a train 

layover facility, intermodal bus facility, commuter parking in Salinas, and new 

platforms and parking facilities at Pajaro/Watsonville and Castroville.11

Soledad 

At present, there is no passenger train station in Soledad, although passenger (as 

well as freight) trains pass through the railroad alignment that traverses the city. 

The Build Alternative includes the construction of a new passenger station in 

Soledad. The City of Soledad has adopted a Downtown Specific Plan, which 

anticipates Coast Daylight passenger service and includes a conceptual plan for a

train station to be located on Front Street, at the end of Main Street. Both Front 

Street and Main Street are two-lane major arterial roadways in Soledad. The traffic 

report prepared for the City of Soledad Downtown Specific Plan (2012) reported 

that the Front Street and Main Street intersection operates at LOS B. 

 

10 TAMC, 2006, p. 3

11 TAMC, 2004
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-11

The station area comprises approximately 1.9 acres of the larger 200-acre Specific 

Plan area. The Specific Plan indicates that the station is to consist of a passenger 

boarding platform, ticket depot, bus pull outs, and pedestrian and bike connections. 

The station is envisioned as a multimodal facility, serving both train and bus 

passengers.12

King City 

At present there is no passenger train station in King City, although both freight and 

passenger trains pass through the city on the existing alignment. The Build 

Alternative includes the construction of a new passenger station in King City. King 

City has adopted a conceptual plan for a new passenger station near the 

intersection of First Street and Broadway in downtown King City. 

King City also included a conceptual plan for a multi-modal transportation center in 

two recent plans: the First Street Corridor Master Plan and the Historic Corridor 

Revitalization Plan. The conceptual plans included in the cited documents call for a 

1,200-foot train platform alongside the existing tracks, a station building for ticket 

sales and restrooms, on-street bus pullout areas, and an off-street parking lot.13

Primary entry to the station would be via First Street, a two-lane north-south 

arterial roadway that is also provides connection to US 101. The King City General 

Plan Final EIR reports that existing traffic operations for First Street and for the US 

101/First Street Interchange are at acceptable levels. 

Paso Robles 

The Paso Robles Intermodal Station is located within the North County Transit 

Center near the south end of the city at 800 Pine Street. Access to the station is 

provided via 8

th Street and Pine Street, both two lane local streets, which intersect 

at the station. 8

th and 9th Streets are the primary linkages to Spring Street, a four

lane arterial thoroughfare that is the main local north-south road on the west side 

of the city. Traffic volumes on these local streets are generally low. Intersections 

within the vicinity of the station, namely 13th Street at Paso Robles Street and Spring 

Street at 1st Street/Niblick Road, have been identified to operate at acceptable LOS 

levels.14

 

12 City of Soledad, 2012,Chapter 3

13 City of King, 2013, pp. 154-156

14 City of El Paso de Robles, 2006
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-12

The station consists of an enclosed waiting and ticketing area, a platform, restroom 

facilities, and parking/waiting areas. Several buses serve the station, including 

Amtrak Thruway, Greyhound, Paso Express, San Luis Obispo Regional Transportation 

Authority (SLORTA), and MST. Station ridership (boarding or alighting from Coast 

Starlight trains) averages about 11,680 annual riders (about 32 riders per day).

15

Currently there are 10 short-term and 10 long-term parking spacing onsite, as well 

as taxi service and car rental opportunities nearby. Bicycle access is available along

local roadways in the area. Vine Street, located three blocks east of Spring Street, is 

designated a Class II bikeway, and several Class II and III bikeways are proposed that 

would lead directly to the existing Amtrak station.16

San Luis Obispo 

The Amtrak Station in San Luis Obispo is located at 1011 Railroad Avenue, along the 

southeast edge of the downtown area. It has an enclosed waiting area, ticket office, 

self-service ticket kiosk, and restrooms. Access to the station is primarily via Santa 

Barbara Avenue/Osos Street, Leff Street, and/or Santa Rosa Street. Santa Rosa 

Street and Osos Street both terminate at Railroad Avenue, providing direct access to 

the station and associated parking areas. The station provides 20 short-term and 30 

long-term parking spaces.17 Santa Barbara Street/Osos Street operates at an 

acceptable LOS between Broad Street and Higuera Street.18

The station is served by San Luis Obispo Transit, Greyhound, and Amtrak Thruway 

buses. Car rental and taxi services are available within one mile of the station, as 

well as an extensive network of Class I, II, and III bicycle routes.

3.1.4 ENVIRONMENTAL CONSEQUENCES

The program of proposed physical improvements and service changes comprising 

the Build Alternative are specifically intended to expand passenger rail services from 

existing levels while accommodating existing and anticipated future freight 

operations. The components of the Build Alternative would have varying potential 

to result in significant environmental effects related to transportation and travel. 

 

15 Amtrak, 2012a

16 City of El Paso de Robles, 2009, p. 24

17 Amtrak, 2014

18 City of San Luis Obispo , 2006,. p. 2-53
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-13

No Build Alternative

The No Build Alternative represents the continuation of existing operations and 

physical components, and assumes the perpetuation of existing freight and 

passenger service.

Rail Operations

Under the No Build Alternative, passenger rail operations between Salinas and San 

Luis Obispo would not change. Coast Starlight service would continue through the 

corridor. Pacific Surfliner service to Southern California would continue to 

originate/terminate in San Luis Obispo. Freight traffic would likely increase from 2 

daily long-haul trains to 4 daily long-haul trains by year 2020, per the SDP. 

The only physical improvement expected under the No Build Alternative would be 

the installation of positive train control (PTC) along the Corridor, which would 

provide increased safety for freight and passenger trains. Therefore, there would be 

no substantial change to rail operations in the Corridor.

Roadway Operations

Under the No Build Alternative, the existing number of passenger trains traveling 

the Corridor would increase from existing passenger service. No construction would 

occur to construct proposed physical improvements. Given that rail service would 

not be expanded under the No Build Alternative, traffic and transit activity near 

existing stations would not be expected to increase substantially. The No Build 

Alternative would not create any new at-grade crossings.

Build Alternative

Operations Modeling

Chapter 9 of the SDP sets forth an estimated timetable for proposed Coast Daylight 

Service at both existing and proposed stations in the Salinas to San Luis Obispo 

project corridor. Table 3.1-4 below summarizes the existing Starlight and projected 

Daylight station arrival times for the year 2020 and Table 3.1-5 summarizes the 

existing Starlight and Projected Daylight station arrival times for the year 2040.
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-14

Table 3.1-4 Existing and Projected Station Arrivals for 2020

Station Southbound Northbound

Starlight Daylight Starlight Daylight

Salinas 11:48am 10:11am 6:47pm 3:31pm

Soledad NA 10:52am NA 3:05pm

King City NA 11:17am NA 2:40pm

Paso Robles 1:30pm 12:12pm 4:45pm 1:20pm

San Luis Obispo 3:20pm 1:49pm 3:43pm 12:07pm

Source: Caltrans Division of Rail, 2013b, Chapter 9.

Table 3.1-5 Existing and Projected Station Arrivals for 2040

Station Southbound Northbound

Starlight Daylight Starlight Daylight

Salinas 11:48am 10:11am, 12:10am 6:17pm 3:31pm, 3:26am

Soledad NA 10:52am, 12:51am NA 3:05pm, 3:00am

King City NA 11:17am, 1:11am NA 2:40pm, 2:39am

Paso Robles 1:50pm 12:12pm, 2:06am 4:15pm 1:20pm, 1:35am

San Luis Obispo 3:20pm 1:49pm, 3:43am 3:13pm 12:07pm, 12:30am

Source: Caltrans Division of Rail, 2013b, Chapter 9.

As shown in the tables above, the proposed new Coast Daylight service would 

initially reach existing and proposed stations in the Salinas-San Luis Obispo corridor 

during midday hours - between 10 a.m. and 3:30 p.m., with at least a 90 minute gap

between the arrival of southbound and northbound Coast Daylight trains at any 

single station. Year 2040 expanded service would continue to reach existing and 

proposed stations in the Salinas-San Luis Obispo corridor during midday hours -

between 10 a.m. and 3:30 p.m., and would offer an additional service reaching 

existing and proposed stations in the Corridor between 12 a.m. and 4 a.m. 
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-15

Rail Operations

Construction-Period Effects

The Build Alternative includes the potential future construction of one or more 

physical improvements to facilitate expanded passenger service without disruption 

of freight services.

Construction of any of the proposed physical improvements would have potential to 

temporarily disrupt freight and passenger rail; but such effects would be temporary. 

Some of the physical improvements are more substantial than others (such as track 

realignments, siding extensions, etc.) and could limit activity on the railway during 

the construction-period. These potential disruptions would be coordinated with the 

UPRR and Coast Starlight service to reduce service delays to the maximum extent 

feasible. 

Operational Effects

The SDP attempted a “sensitivity” analysis by testing to see how future performance 

would be affected by the inclusion of a single improvement, namely the 

introduction of CTC in the 27-mile stretch of rail alignment from the Santa Margarita 

siding (milepost 229.6) to the McKay siding (milepost 202.3). Within this 27 mile 

portion of the alignment are four existing sidings. As many of the delays within the 

Corridor are attributable to subpar signaling infrastructure, implementing CTC 

between Santa Margarita and McKay, a single tracked region with four siding 

locations, could significantly improve on-time-performance (OTP).

19

 

The model was run with Year 2020 freight and passenger rail service and the results 

indicated 100 percent OTP for both Coast Starlight and Coast Daylight at each new 

existing and proposed station on the Corridor.20 The SDP determined that with this 

implementation of CTC (and none of other physical improvements comprising the 

Build Alternative) existing freight and existing passenger train movement would not 

be significantly affected by the introduction of expanded passenger service. 

Moreover, the SDP found that the installation of this “island” CTC would also 

substantially improve OTP throughout this region. It should be noted that in realworld operations, OTP levels could be somewhat lower due to random and 

unforeseeable events such as severe weather, and passenger emergencies.

 

19 Rail OPS considers a train on-time to a station if it arrives within five minutes of its scheduled arrival 

time. OTP values in actual operations are likely to be lower than model results due to random realworld delays, such as passenger loading, medical emergencies, severe weather, etc. OTP values of less 

than 100 percent in model results are typically due to train interference effects only.

20 Caltrans Division of Rail, 2013b, p. 9-19.
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3.1 Traffic and Travel Draft Program EIS/EIR

3.1-16

For the year 2040, the SDP considered the impact of projected passenger and 

freight volumes and any improvements to the Year 2040 Base Case network 

necessary to reach the OTP goal of 87 percent for all passenger train services 

operating in 2040. The Year 2040 Base Case model infrastructure is identical to the 

Year 2020 Base Case model as no necessary improvements were identified for the 

Year 2020 aside from the implementation of CTC between Santa Margarita and 

McKay in the Existing Year. The model was run with Year 2040 freight and 

passenger rail traffic and yielded 100 percent OTP for the Coast Starlight at each 

station on the Corridor. The Coast Daylight had 100 percent OTP for each station 

except San Jose, which yielded 96 percent OTP.21 As in Year 2020, the level of traffic 

in Year 2040 results in sufficient network capacity to schedule trains such that there 

is little to no impact from train interference effects, resulting in high OTP levels. In 

real world operations, OTP levels may be slightly lower due to random and 

unforeseeable events.

Roadway Operations 

Construction-Period Effects

Construction of the proposed improvements under the Build Alternative would 

result in temporary impacts to local roadways in the form of increased construction 

traffic (i.e. equipment, trucks, materials hauling, etc.). Construction of the new 

passenger stations and curve realignments would require more significant 

construction activities that could result in increased traffic impacts to surrounding 

roadways in the way of delays and detours. These construction-related impacts 

would vary by location however, given that the construction period of most 

improvements would be relatively short term, the impacts of construction on local 

roadways would not be considered significant. 

Operational Effects

Existing and Proposed Stations

With the introduction of new Coast Daylight trains, ridership is anticipated to 

increase, which may result in increased traffic and transit demand near existing and 

proposed station areas. Table 3.1-6 illustrates the estimated ridership between San 

Jose and San Luis Obispo for 2020 and 2040.22

 

21 Caltrans Division of Rail, 2013b, pp. 9-26, 9-27

22 These ridership forecasts have not been disaggregated to distinguish between passengers traveling 

south to San Luis Obispo and those traveling north through San Luis Obispo. Those passengers 

travelling from the south are included in these ridership forecasts.
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-17

Table 3.1-6 Existing, 2020, and 2040 Ridership Forecasts

Service

Existing Year 2012

(Seattle to Los 

Angeles)

Forecast Year 2020

(San Jose to San Luis 

Obispo)

Forecast Year 2040

(San Jose to San Luis 

Obispo)

Annual Ridership

Coast Daylight N/A 124,000 274,000

Coast Starlight 454,4431105,000 150,000

SUBTOTAL 454,443 229,000 424,000

1

Ridership forecasts are available for the segment from San Jose to San Luis Obispo, existing ridership for the 

Coast Starlight is only reported for the entirety of the Coast Corridor (Seattle to Los Angeles).

Source: Caltrans Division of Rail, 2013b, Chapter 8; Amtrak, 2012b.

Annual ridership for both the Coast Daylight and Coast Starlight trains is anticipated

to increase through the year 2040. In turn, activity at existing stations would 

increase, and new activity would take place at the new stations. The number of 

passengers traveling through existing and new stations is unknown. However, 

based on the increase in ridership, traffic surrounding the stations would likely 

worsen, and the demand for public transit may increase. Such increases in activity 

at the new stations are anticipated to some degree in planning documents prepared 

by Soledad and King City, as discussed in greater detail below.

Both of the cities in which the Build Alternative contemplates new passenger 

stations have planned for these stations in their General and/or Specific Plans and 

accompanying environmental documents. 

The traffic report prepared for the City of Soledad Downtown Specific Plan reported 

that all studied intersections currently operate at acceptable LOS. However, several 

all-way-stop-controlled intersections along Front Street would degrade to 

unacceptable LOS with buildout of the Specific Plan, which includes development 

and operation of the proposed passenger station. Installation of traffic signals at 

these intersections has been recommended to achieve acceptable LOS for year 2030 

volumes. 

The King City General Plan Final EIR reports acceptable LOS for First Street and for 

the US 101/First Street Interchange, and with buildout of the General Plan (which 

again includes development and operation of the new station), LOS is projected to 

remain at acceptable levels for both. 
Coast Corridor

3.1 Traffic and Travel Draft Program EIS/EIR

3.1-18

Ridership projections have not been developed for the proposed new stations. 

However, it is reasonable to assume that ridership at the new stations would be at 

or below the current ridership of Paso Robles station (about 10,000 riders per year), 

since Soledad and King City are smaller communities that are not considered major 

activity centers. There would be relatively few riders per average day (up to 

approximately 27 per day, using Paso Robles ridership estimates); given train 

schedules, most riders would be accessing the stations outside peak road traffic 

hours. The additional night service commencing in 2040 would pass through in 

middle of the night, resulting in negligible ridership and low traffic levels. Transit 

demand may increase around the new station areas; however, given the low levels 

of riders expected per day, no substantial effects are expected to result.

Given that the new stations are included in city planning documents and the offpeak timing of trains through Soledad and King City, the only potentially significant 

impact to local roadways would occur in the vicinity of the Soledad station at Front 

Street. However, the City of Soledad Downtown Specific Plan EIR describes 

mitigations for each intersection, including those along Front Street, which would, 

when enacted, achieve acceptable LOS. 

As passenger rail activity increases, demand for parking near station areas could

increase at both new and existing stations. However, current and planned parking 

at the existing and new stations will likely be adequate given the low ridership 

expected with the new service. Additionally, Soledad and King City are relatively 

small, somewhat isolated communities where abundant street parking is available

within reasonable proximity of the rail stations. Projected growth in each 

community is relatively modest, such that on-street parking would likely remain 

abundant even with the implementation of new train stations.

Furthermore, parking adequacy itself is not necessarily a physical environmental 

impact, but inadequate parking can result in secondary physical effects, such as 

increased traffic congestion and/or air pollutant emissions resulting from the search 

for available parking. Coast Daylight service would reach existing and proposed 

stations in the Salinas-San Luis Obispo corridor during midday hours - between 10 

a.m. and 3:30 p.m., and expanded service by 2040 would offer an additional service 

reaching existing and proposed stations in the Corridor between 12 a.m. and 4 a.m. 

Given that the new service would occur during off-peak hours, anticipated new or 

increased ridership is anticipated to be relatively low, and other parking is available 

near stations, it is unlikely that secondary environmental impacts from parking 

inadequacy would occur.
Coast Corridor

Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-19

Existing stations in the Corridor, located in Salinas, Paso Robles, and San Luis 

Obispo, will experience additional service (two additional stops per day). As noted 

in Table 3.1-1 above, existing passenger levels at these stations are generally low 

(the highest is in San Luis Obispo which averages about 300 passenger trips per day). 

It is reasonable to estimate that ridership may double by 2020 - based on the SDP 

ridership projections, and that there will be some increase in traffic that would 

result.

23

 Under these projections, Coast Starlight ridership would not increase 

significantly; however, 124,000 additional trips north of San Luis Obispo are 

projected to occur. Given that these trips would be spread across the five stations

(existing and proposed) along Coast Corridor, and some of the travel associated with 

getting to stations would be served by public transit, it is unlikely that any 

substantial adverse impacts to local roadways would occur as a result of the Build 

Alternative. Furthermore, roadways serving existing stations are generally large 

thoroughfares that already accommodate station-related traffic, and are likely 

adequate to meet projected additional passenger travel demands. Current transit 

accessing the existing stations may experience an increase in ridership resulting 

from new train service; however, given the SDP ridership projections, no substantial 

effects are anticipated.

At-Grade Crossings

As previously discussed, the existing railroad crosses paved public roads at 36

locations along the 130 miles between Salinas and San Luis Obispo. Implementation 

of the Build Alternative will result in additional trains crossing through these roads. 

Improved, yet-to-be-determined warning devices would be installed at some of the 

crossings, which would result in improved safety at these locations. The Build 

Alternative would result in some minor additional delays occurring from increased 

train traffic; new passings of each Coast Daylight train would take approximately 

one minute.

One new at-grade crossing may be created by the track realignment proposed for

mile post (MP) 172 at Cattlemen Road. In this area, Cattlemen Road is a two lane, 

paved rural road about ten miles south of King City. It is unlikely that a significant 

amount of delay resulting from a new at-grade crossing could occur in this location 

 

23 Ridership projections for these particular stations have yet to be developed, but it is reasonable to 

assume that some increase in passenger traffic would occur. 
Coast Corridor

3.1 Traffic and Travel Draft Program EIS/EIR

3.1-20

due to its rural/agricultural setting. Furthermore, some type of warning device 

would be implemented at the new at-grade crossing to ensure the safety of 

motorists and others at this location.24

Additionally, several new at-grade crossings would occur across private, typically 

dirt roads in agricultural holdings. Traffic levels in these rural areas are very low. 

The implementation of new and additional at-grade crossings would not be 

expected to result in any significant travel delays or traffic impacts as a result.

3.1.5 AVOIDANCE, MINIMIZATION, AND MITIGATION 

STRATEGIES

The following strategies have been identified at this preliminary stage to avoid, 

minimize, and/or mitigate any potentially significant impacts.

MIN-TRA-1. During the construction of any railway improvements selected for 

design, disruption to existing rail operations would be minimized to the maximum 

extent feasible by scheduling construction at times to minimize interference. 

Appropriate construction and operational strategies would be developed for 

project-level reviews through coordination between FRA, Amtrak, UPRR, Caltrans 

DOR, and other interested agencies.

MIN-TRA-2. Transportation System Management (TSM)/Signal Optimization 

(including retiming, re-phasing, and signal optimization) may be implemented, as 

well as other measures including turn prohibitions, use of one-way streets, and 

traffic diversion to alternate routes, to reduce impacts to roadways and intercity 

travel.

MIN-TRA-3. Local spot widening of existing curved areas of the railroad could be 

implemented to allow for geometric improvements that could allow for increased 

rail speeds without significant right-of-way acquisition. Spot widening could avoid 

or minimize some of the effects associated with full implementation of curve 

realignments. 

 

24 In two additional locations, elements of the Build Alternative could result in crossings of paved public 

roads where the existing rail alignment already causes an at-grade crossing. These additional potential 

crossings (Lone oak Road by the King City Siding Extension and Asuncion Road by the Henry-Santa 

Margarita curve realignment) would not be considered “new” at-grade crossings. Both of these 

existing at-grade crossings occur in areas with low traffic volumes and thus substantial new traffic 

delay is not expected from any additional crossings that the Build Alternative may create. 
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Draft Program EIS/EIR 3.1 Traffic and Travel

3.1-21

MM-TRA-4. Project-level environmental review would include consultation and 

coordination with public transit services in order to encourage the provision of 

adequate bus feeder routes to serve proposed station areas which could mitigate 

potential transit impacts.

Where proposed improvements have the potential to require a new at-grade

crossing, the following approaches would apply:

A-TRA-5. Further develop project design to avoid the need for a new at-grade 

crossing. The one identified new at-grade crossing is associated with a potential 

track realignment (MP 172, Cattlemen Road). The primary strategy for avoiding the 

creation of the new at-grade crossing at Cattlemen Road would be to omit the MP 

172 Track Realignment all together, or at least any portion that would result in the 

creation of a new at-grade crossing at Cattlemen Road. No specific layout for that 

track realignment has been defined to date.

MIN-TRA-6. If the MP 172 Track Realignment is carried forward for further design 

and the design cannot feasibly avoid the creation of a new at-grade crossing, the 

development process would include a detailed Traffic Study, consultation and 

approval from the CPUC, and implementation would be required to follow all 

pertinent federal, state, and local policies regarding new at-grade crossings.25 

MM-TRA-7. In the event that any of the Build Alternative improvements are carried 

forward for funding, design, and construction, and the above measures cannot be 

successfully employed to avoid or minimize roadway traffic effects, major or minor 

intersection improvements may be employed to reduce any potential adverse traffic 

effects. This would likely require significant right-of-way acquisition to 

accommodate additional left-turn and/or through lanes. Adverse effects from such 

improvements would be assessed during future project-level review.

3.1.6 SUBSEQUENT ANALYSIS

Construction-Period Effects

Subsequent analysis of potential construction-related effects would need to be 

conducted once some or all of the proposed improvements are approved. Future 

project-level environmental review should focus on potential service disruptions 

resulting from railway construction activities, as well as potential traffic and 

 

25 CPUC policy typically requires the removal of one or more existing at-grade crossing in order to 

permit any newly requested at-grade crossings.
Coast Corridor

3.1 Traffic and Travel Draft Program EIS/EIR

3.1-22

roadway effects resulting from detours and delays. Additional avoidance, 

minimization, and mitigation measures may be identified during the project-level 

environmental review.

Rail Operations

As the entire program of proposed improvements is currently unfunded, future 

project-level environmental review would focus on some subset of the proposed 

improvements. Any improvements identified for an initial phase of construction 

would need to be analyzed for potential impacts to existing freight and passenger 

rail, particularly for improvements to the existing railway (CWR/track upgrades, 

powered switches). This could require modeling of the existing and rail network, 

along with proposed modifications, to determine the ultimate outcome of the initial 

phases of construction.

Roadway Operations 

Subsequent multimodal access and circulation studies may be conducted at all 

station areas as plans for alignments, stations, and operations are refined. 

Additional environmental analysis would be required in conjunction with these 

studies to ascertain the exact locations of potential project-generated traffic 

impacts and potential parking demand impacts. Station area circulation studies, 

including site-specific parking demand evaluations, would be expected as part of 

project-level environmental documentation. Additionally, as Build Alternative 

components are further refined, they would need to be analyzed and designed to 

avoid the new at-grade crossing at Cattlemen Road. Additional mitigation measures 

may be identified during project-level review as necessary.